Speed-regulator for engines.



No. 844,759. PATENTED FEB. 19, 1907. C. A. STIGKNEY. SPEED REGULATOR POR ENGINES.

APPLICATION PII ED FEB. 27, 1905.

`4 SHEETS-SHEET 1.

lllflll l No. 844,759. EATENTED EEB. 19, 1907.

' C. A. STIGKNEY;

SPEED REGULATOR EOE ENGINES.

APPLIOATIONIILED FEB. 27, 1905.

4 SHEETS-SHEET 2.

PATENTED PEB. 19, 1907.

C. A. STICKNEY. SPEED REGULATOR POR ENGINES.

4 SHEETS APPLICATION FILED FEB. 27, 1905.

a i rm f N7 n a @il w .o M C5.

No. 844,759. PATENTED PEB. 19, 1907.

C. A. STICKNBY. I

SPEED REGULATOR FOR ENGINES.

APPLIUATION FILED FEB. 27, 1905.

SHEETS-SHEET 4.

FEED STAISFS PATENT OFFICE.

yCHARLES A. STICKNEY, OF ST. PAUL, MINNESOTA.

SPEEIB-RECULATOR FOR ENGINES.

To all whom it may concern:

Be it known that I, CHARLES A. S'rrcKNEY, of St. Paul, Ramsey county, Minnesota, have. invented Ycertain new and useful Improvements in Speed-Regulators for Engines, of which the following is a specification.

The invention relates to engines, and par-` ticularly those of the internal-combustion type.

The object of my inventi'onisto provide an improved mechanism for controlling gasengine valves and the igniter through the speedof the engine.

A further obj ect is to provide such a mechanism inclosed Within a suitable casing that will eifectually exclude dust and dirt and at the same time protect the engine-operator against injury by the moving parts.

A further object is to provide a valve and igniter controlling mechanism which will allow the engine to be turned backward, either by design .or accident, without injury to the ign'iter-eam or any'of its parts, this result being obtained without any increase in the number of pars employed.

Other objects of the invention will appear from the following detailed description. l The invention consists generally in a valve' and igniter regulating mechanism that is simple and compact and capable of being assembled in largenumbers and furnished to purchasers or users ofthe engine as .one piece vof mechanism, one size being suitable for several sizes of engines.

Further, the invention consists in means for locking the exhaust-valve in its open position and at the same time rendering the igniter inoperative should the speed of the enginev increase beyond the desired or predetermined limit. i

Further, the invention consists in a mechanism for applying the power to operate the valves and igniter to the end that a directlineA thrust will be exertedv thereon, thus avoiding the use of many connections and indirect transmission of the valve and igniter operating power.

Further, theinvention consists in an ignirer-contr'olling mechanism by means of4 which the production of the spark can be timed with respect to the stroke of the ensrw- In the accompanying drawings, forming p'art of this specification, Figure 1 is a vertical longitudinal section of an internal-combustion engine embodyingl my invention.

Specification of Letters Patent. Application filed February 27,1905.

Patented Feb. v19, 1907. semi No. 247,567.

Fig. 2 is avertical section on the line of Fig. 3. Fig. 3 is a vertical section on the line z z-of Fig. 2. Fig. 4 is 'a vertical section on the line y y of Fig. 2. Fig. 5 is a detail in section of the governor, taken on the line substantially ar right angles to the sectionline of Fig. 3. on the line w w oi Fig. 1.

In the drawings, 2 represents an internalcombustion-engine cylinder having a base '3, crank-shaft 4, piston 5, and rod 6, ily-wheel 7, and water-tank 8 and carburetor 9, supported above ,the cylinder. j

10 is an inlet-valve having a stein 11, Whereon springs 12 and 13 are eccentrically arranged between looselymounted buttons 14 and 15, having steps or shoulders 16 Aagainst which the outer spring bears and normally holds Athe buttons against a stem 17 and lock-nuts 18 and draws the inlet-valve to its seat. The inner spring bears at one end Fig. 6 is a horizontal Section on the button15, but is normally out of contact with the other button except when said other button is moved along the stem to lock the valve, at which time the inner spring is laced under compression and unites its force with the outer spring to lock the inlet-valve and hold it closed.

To operate the button -14, an arm 19 is sl-idably mounted on the stem 17 and connected by a push-rod 20 with asimilar arm 21, that is mounted on the stem 22 of the exhaust valve 23, that is in line with and directly opposite-the inlet-valve. A spring 24 on the stem'22 normally holds the exhaust-valve in its closed osition. A suitable bearing 25 is provided 'orthe stem 22, and a socket 26 is mounted on the end of said stem wherein one endl of the exhaust-valve pusher-rod 27 is loosely carried.

28 represents the igniter, which forms the subject-matter of a com anion 'application for Letters Patent herewith, filed February- 27, 1905, Serial No. 247,569, and will lnot therefore be described in detail herein.

".29 is the igniter-rod, that is arranged'parallel substantie-ll `with the rod 27,. both of IOO which exert a irect-line thrust upon'thej valve and igniter mechanisms operated thereby. Itis desirable to control the move- IOS and driven from a pinion 32 on the crankshaft 4. f

42 is abox or casing having bearings for the cam-shaft 31 and provided with a base or flange 42', that is bolted securely to the engine; but is readily removable for substitu-l tion or repairs. The valve, and igniter operating mechanisms are inclosed in or mounted on this box, and when the parts are asxo sembled each box with the parts carried thereby include a complete mechanismfor controlling the valves and-igniter, and the boxes and parts being Aassembled in large numbers can be sold independently of and x 5 used upon several sizes of engines. The box incloses the cam-operating mechanism and protects it from dust andrflirt and at the same time shields the operator from injury by the moving parts. A removable cover 43 o permits convenient access to the box and the operating mechanism therein. -33 is a valve cam-lever pivoted on a shaft 34 [and having a'socket 35 in one end, wherein the other end of the pusherrod 27 is z 5 loosely carried. Qn the other side of its pivot ro'm the socket 35 the lever 33 is pro, vided with an antifriction-roller.. 36 in the path of a cam 37, secured on the shaft 31 and arranged to engage said roller an'd oscillate 3o said lever once with each revolution of the shaft ,31; The oscillation of said lever moves the pusher 27' lengthwise and opens the eX- haust-valve, which is immediately closed again by the tension of the spring 24 as soon 3 5 as the cam 27 passes theroller. It is sometimes desirab'le to hold the exhaust-valve open, as when the speed' of the engine increases beyond the desired limit, and 1 theref fore connect the cam-shaft 3 1l with a governor 4o mechanism, preferably in the following-describedmanner:

A beveled gear 33 is secured on the shaft 31 and meshes with aagovernor-pinion 39, that has a depending hollow stem 40, :fitting with- ..45 in a bearing or sleeve 41, that.is exteriorly threadedvat one end and .screwed into the ,wall of the casing or box 42. Below-the stem4() is 'agovernor-head 44, provided with upwardly-extending webs and a socket 46,

5o 'wherein-thelower end of the stem 40is inserted and secured by a set-screw 47. A shoulder 48 is provided on the wall of said rsoc`ket,whereon a governor-head casing 49 is loosely supported and extends down around the head and the 'governormechanism carried thereby. Governor-wings 50 are pivotedattheir lower ends in the webs45`and normally standin a vertical position and are provided with arms 51, `that bear upon the 6o lower end'of a hollow governor-stem 52, ar-

ranged withinthe stem or governor-shaft 40 and provided at the upper end with a fillerpin 53, that is slidable in a hole 54 (see Fig.

17) through the pinion 39.. A ,pin 3 5-is prol 6 5 vided inthe governor-stem,ancLconnected by l and move the lever 69 to the position indi-` cylinder.

',to receive the end of the igniter pusher-rod 29 and pivoted ata point intermediate to its a spring 56 with an eyebolt 57, provided 'with a nut 58 in the governor-head. The

adjustment of this nut regulates the tension of the spring;d 56. The governor-stem normally bears uponthe arms 51 of the governor-wings, being held thereon by the force of gravity and the tension of the spring. 56', and when said wings are thrown outward by the rap id revolution ofthe governor the stem will be moved vertically to project the pin 53 'through' the pinion and toward the camshaft. A governor-dog 59 is pivoted at 60 within the cam-box and has an arm 61 overhanging the pin 53 to be engaged thereby when it is raised. A second arm'62 is mount- 8o ed on said dog and provided with a beveled edge 63,- adapted t'o'entel; a recess 64 in a catch or stop 65, provided on the lowerend of the camelever 33. A spring 66 normally. holds the arrf`62-Qut of the path of the stop 65; but when the governor is driven at a high speed andthe pin 53 is raised the arm 62 will be depressed'andwill engage the catch 65, locking the cam-lever and preventing the exhaust-valve from closing until the speed of the engine has decreased sufficiently to allow the governor to-return to its normalvposition, and during this time the cam 37 will revolve with its shaft without actuating the cam-lever 33;

It is desirable in a mechanism of this kind to provide means for rendering the igniter inoperative and obviating unnecessary drain on the battery duringr the time the exhaustvalve is held open and the inlet-valve closedf and no fresh charge-is allowed to enter the For this purpose I'provide a lever 67, which I will hereinafter refer to as the igniter-le'ver, having a socket at one end ends on the shaft 34.

Pivotedat a point intermediate toits ends upon the igniter-lever within the cam-box is a cam-lever 69, having an arm 70, that projects into the .path of a second cam 71, which il. will 'designate as thel -igniter-cam, se-

IIO

Mnffedgipon the shaft 31, near. the cam 37. A

laterallyturned arm 72 is also provided on the lever 69,*'1roleeting into the path of the lever 33 to be enggedkthereby. A spring 73 connects the lever 69 with the lever67 a nd normally lholdsthe arm 7`n-f`enga'gement with a longitudinally-sliding pinwhie'h prefer to designate as' the igniter timing- Apin, slidably supported in a socket 74in' the lever 67. Thispin acts as a stop forthe ari 70, and when the cani 71 engages` thesaid` arm the lever 67 will be oscillated and the igniter-electrode moved lengthwise to close the ,circuit therethrough. When, However, the lever -33 is rendered inoperative by means of the governor mechanism, as heretofore described, it will engage the arm 72 salame cated in Fig'. e1, where it will be inoperative and out of the path of the cam 71, and con-.

sequently the igniter-electrodes will remain separated and the igniter inoperative as long as the exhaust-valve is held open. his con'- struction will also allow the cam-shaft 31 and the 'crank secured thereon to-.be revolved backward without affecting the igniter, the arm 70 merely swingingr down against the tension of the spring 73 to the positionl shown in Fig. 4 and allowingr 'the cam I71 to pass,l without any danger of breaking or disarranging the parts or requiring.` the use of additional mechanisinbeside vwhat is employed to produce the successful operation of the igniter. No damage Will therefore result to the mechanism should the cani-shaft be revolved backward by accident or design. A compressionfspring 7.@ is preferably provided in thev cam-box that normally holds the pin 76 into the path of the lever 67 to act as a yieldingbuffer therefor.

`When the engine is runningr at normal speed, the igniter is usually adjusted to produce the spark at a time when the piston is about thirty degrees ahead of the center, so that the explosion of the charge will take place at the proper time or just after the engine passes the center. .ln startingr the eneine,y however, when it is moved' slowly, there'would obviously be considerable danlger, owing to the difference in speed, of the explosion taking place 'before the engine passed the center and causing it to run backward if the igniter should be operated at the saine point iny the stroke of the engine, and consequently it is desirable to provide some means for producing what is known as the late spark,,or varying the time of ignition. 1 therefore provide a recess 7 7 in the shaft 34, into which the end of the pin 74 is adapted to\ enter to allow it a greater vertical movement and delay the time of ene-agement hlio . operation of the enel of the cam 71 with the arm 70. This recess is brought into position to receive the p'in by rocking the shaft, and to facilitate the operation-' 1 provide an arni'S on said shaft that is capable of making a vhalf-revolution therewith. At the limit of the stroke in one-di rection the arm and shaft are in running position, as shown in Fig. 4. At the end of its stroke in the other direction the arm is in startingr position and indicates that the recess 77 will receive the end of the pin and allow a furthe-r movement cf the arm 7() and a later engagement of the cam 71 therewith. The arm may be suitably marked to indicate to the operator when it is in its starting or runningr position.

The followirgis a brief description` of the `e: The arm 78 having been set in the starting position, the operator will set the ergire in motion., the formation of the igniter-spark being'dela 'ed suflicier.. yly to enable the engine to reach t ie propeizpeint in its stroke before the char e in the cylinder is exploded. As soon as tie engine is runring the operator will throw'the arm 7S to the running position., and the stroke of the arm will'lze limited and the cam 71 will eng'a'ge it at the proper time to operate the ig liter. Should the speed of the engine go beyond the limit desired, the Governor-wings will he thrown out by centrifuval force and cai'se the pin 54 to be lifted and the lever 33 locked and the exharst-valve held in an open position, as heretofore described. At the same time the secondary spring, mounted on the stem of the inlet-valve, will be placed under ter-.sion to aid in holding the inlet-valve closed. At the same time the lever 33 is locked the ergagement thereof with the arm 72 will swing the lever 6) to the position shownfin Fig. 4, where it will be out of the path of the cam 71 and theigniter will be rendered inoperative, and there will he no waste of the battery energy during t-he time the eXharst-valve is held open. This operation will be entirely automatic and require no attention on the part of the engine attendant. As soon as the speed of the engine has been reduced sufficiently to allow ithe governor to return to its normal position the lever ,33 will be unlocked and allowed to swing again into the path of the cam 37, and at the same time the arm 70 will return to its normal position in the path of the cam 71, and the operation of the valves and igiiiter will be resrmed and continued as long as the engine maintains its normal speed.

I claim as my inventienj 1. The combination, with a-gas-ergine having inlet and exharst valves, of an igniter, levers operatively connectedrespectively with said valves and said igniter, means for operating' saidvalve-lever, means controlled by the speed ofthe engine for locking said valvelever in an inoperative position, a secondary lever carried by said igr iterlever and liaviing a limited travel, means for engaging said second ary lever to operate said igniter-lever and ignit'er, and said secondary lever projecting into the path of said valve-lever andlteine;

. engaged thereby and'held out of the path ogf said igi'iterflever operatingm-eans when said valve-lever is locked in its inoperative position, substantially as described.

2. The combination, with a gas-engine, of an igt iter, a lever operativelyconrected with said igni ter, a secondary lever pivoted on said igniter-lever, means for engaging said second ary lever to operate said igniter-lever and igiiter, and means for regulating the oscillation of said secondary lever and hastening or delaying its engagement by said operating 1neai.s wherebyY the time of the spark formation is varied, substantially as described.

3. The combination, with a as-engine, of an igriter, a lever operative y connected therewith, a' secondary lever carried by said lCO igniter-lever, means for engaging said secigniter, a sliding pin mounted in said igr iterlever in the path ot said secondary lever and 5 a rock-shaft having a recess in one side adapted to receive the end of said pin and whereby the travel of sai-:l'piii may be increased or demeans actuated by saidgovernor for locking ondary lever to operate said writer-lever and said valve-lever 111 an inoperative position out of the path of its 'cam and means whereby l the locking of said valve-lever Will renden said' igniter-lever inoperative also, and said"` levers, cam-shaft and governor being vsupported by and removable with said box from zo path of said secondary lever and means for 3o thereon. and arranged to engage said valve- U45 Ageared to the engine-shaft, alever operatively I governor for 4locking said -ilevers out of the --beyond a predetermined point, and said camshaft and the increase or decrease of the 8; rIhe combination, -with a gas-engine Y ro travel oi said pin caising a corresponding having inlet and exhaust valves, andan 75 movement of said secondarylever and avariigniter, of a box secured to the frame of ation in the time of spark formationat the said engine, levers mounted on said box and igniter, substantially as described. operatively connected with said 'valve and A 4. rIhe combination, With a gas-ei'igine, igniter, a camshaft.journaled in vsaid box i 5 having Aan igiiiter, of a lever operatively conand geared to the lengine-shaft, a centrifugal 8e nected with said igriter, a secondary' lever governor also controlling the movementof carried by said igriter'lever, a cam arranged; said levers and said levers, cam-shaft and to engage said secondary lever and operate it governor being removable from saidengine and said igriter-lever, a sliding` pin in the upon the detachment of said box therefrom,

substantially 'as described. l Y 9. In a gas-enginefa cambox having means for attachment to the frame of the engine, a cam-shaft j'ournaled in said box, levers pivoted at apoint intermediate to creased accorcing to the position of said rockt said frame, substantially as described.

regulating the'travel of said sliding pin and the strokeof said secondary lever. and thereby varying thetime of the spark formation for the purpose specified. 25 5. The combination, with a gas-engine `'having inlet and exharst valves, of an igr iter, levers operatively `connected respectively with said valves and said igiiter, a shaft geared to the engine-shaft, a Ycam mounted in the path 'of said cam-shaft, said vlevers at' their lupper ends having means for `attach-l ment to' the engine-valves and igniter. re- I spectively, and a centrifugal governor mount-- ed onl said box kand driven fromsaid cain- 95 shaft and having means Jfor lookin'` g-s'aid levers in an inoperative-position,.su sta'n-y 'tially as described. i l Y`10. 'lhe combination, .with a ga's'Lengi-ne.. 3 5 travel, a second cam engaging said secondary frame, of a box having a flanged ba'sefor'atrco 1 lever to operate saidigriter-lever and igriter tachment to said traine, and a hand-hole and said' secondary lever being engaged 'and l plate through Which access may be had to held by said valveleverfin an inoperative povsaid box, -a cam-shaft geared to the enginesition out of the path of ,its cam when said shaft andjournaled insaid box, levers pivoted 4o valve-lever is locked by an increase in the 'g on said box and depending therein and operspeed of the engine. atively connected with the enginevalves and 6. rIhe combination, With a gas-engine Yigniter, a centrifugal governor mounted om frame, of a box removably mountedon said said box and geared to said cam-shaft and frame, a shaft journaled in saidbox and means Within said box and actuated yby said lever, means controlled lby the speed of the engine forlockirg said valve-lever in an iiioperative position, a secondary lever carried" by said igniter-lever and having a limited I 1.0 path of said cams, ,sub'stantially'as described. 11. Ina gas-engine, a cam-box removably mounted on the engine-frame, a cam-shaft journaledin said box and driven from the engine-shaft, -yalve and igniter levers mount- I 15 ed onlsaid box and operated by' said cam#l shaft, af'gover'nor also mounted on said box* and controlling. the movement of said levers and said cam-shaft levers and overnor hav-v connected with the engine-valves, a cam mounted on said shaft in position to engage said valve-lever, a dog arranged to engage and lock said vlever out of .the pathof the cam, a

5o centrifugal governor geared to said camshat and arranged to operate said dog to lock said lever Whn the speed 4of the engine Aincreases t wlftwsaiddleyer and said governor being 5 5 carried by saidbox and-remoiyable therewith.

from said frame.y

V7 'Ihe combination', with a gas-engine,'of a box having means 'for securing it to the engine-trame, a cam-shaft journaled in said box attached tothe enginejon-removed there?, from bv the attach'f'ent or removal of sai tli'eir ends on said box and depending therein 'gl-av ing 'permanent bearings' in said ox and'be'ing fo 7 6o and geared to the engine-shaft, levers pivhaving inlet and exhaustkvalves andan ig- 1-'25 oted on said box and operatively connected nner, of a box removably mounted on said with the engine-valves and the igniter, cams engine, a valve-operating shaft geared to tlie mountedA on said shaft and arranged to en-v engine-shaft, meansactuatedby said valve- Y gage and oscillate said levers, a centrifugal operating shaft for moving said valves and said igniter, and said valve-operating shaft 15."

65 governr and geared to said cam-shaft,

and said operating means being mounted on said box and removable therewith from said engine, substantially as described.

13. The combination` With a gas-engine having inlet and exhaust valves and an igniter, of a cam-shaft geared to the engineshaft, means actuated by said cam-shaft for operating said valves and said igniter, a governor controlling the movement of said operating means, and a suitable support removably mounted on the engine-frame and carrying said engine-shaft and said o erating means and said governor, whereby all oil-said parts may be assembled on the engine simultaneously and in a like manner removed, substantially as described.

14. The combination, with a gasengine having inlet and exhaust valves and an ig! niter, of a cam-shaft eared to the engineshaft, means actuatedil) operating said valves and said igniter, a support removably mounted on the engineframe and carrying said cam-shaft and said operating means, whereby these parts may be assembled simultaneously on the engine and in the same manner removed therefrom, substantially asv described.

In Witness whereof I' have hereunto set my hand this 17 th' day of February, 1905.

CHARLES A. STICKNEY Viitnesses G. M. ARPER, A. M. Fox.

y said cam-shaft for 

